Turbo gearing



- Patented Jan. 24, 1939 UNITED STATES PATENT OFFICE TURBO GEABING Rudolf Fichtner, Berlin, assignor to General Electric Company, a corporation of New York Application February 14, 1936-, Serial No. 63,975

In Germany February 16, 1935 Claims.

10 is the subject matter of my copending applica-.

tion S. N. 63,974, filed February 14, 1936. As more fully described therein the second turbo wheel which is used instead of the stationary guide wheel of the usual torque converter makes it possible to utilize the torque which would otherwise be taken upby the frame of the apparatus. The total output torque is equal to the sum of the torques of the two oppositely rotating turbo wheels and has its maximum value during very low speeds, thus giving the possibility of starting with greater torque than that of the usual torque converter in which only the output torque of one turbo wheel is available and in which the torque of the stationary guide wheel is taken up by the frame of the machine.

With increasing speed the torque of the two oppositely rotating turbo wheels will fall ofl rather quickly. In order to have a suiiicient torque within a wider speed range the second turbo wheel may be locked, thus giving the advantage of the usual torque converter with a stationary guide wheel, that is, higher torque at higher speeds.

The present invention relates to other and further means for extending the useful speed range of turbo gears with increased starting torque by providing a second turbo unit which may be either a turbo coupling or a second torque converter. Such a hydraulic transmis- 0 sion is particularly suited for driving vehicles having a plurality of axles. It is desired, in connection with this manner of driving vehicles,

that the individual driven axles be mechanically independent of each other. This mechanical independency is rendered possible by the present invention in a practically ideal way, in that the.

gearing can give oif torque to two or three sec- "ondary shafts acting upon one another solely hydrodynamically and each shaft maybe connected with a separate vehicle axle.

As a rule, the differential converter of the gearing serves for producing the high starting torque, and one of its secondary shafts may be disconnected and locked against rotation for running at medium speeds. The second part whichmay bea turbo coupling or a second torque converter is used for high speeds. As a rule,

'. only .one hydraulic circuit is filled, but when starting, both circuits may be filled at the same time. A decrease in the number of revolutions resulting therefrom, as well as of the performance, can be compensated by choosing a different gear ratio between the turbo-gearing and the axles. Also the fluid circuit used in starting can be made extra large so as to be suited for handling a larger outputso that the decrease of output of the motor remains within narrow limits.

If the diiferential converter is so designed that one of the turbine members canbe uncoupled from the appertaining axle and locked against rotation, the gearing with its two hydraulic circuits has the capabilities of a gearing of known design with three Efluid circuits. The operation 'of the differential converter with two turbine members rotating counter to one another corresponds then to the first stage of operation whereby a high torque is obtained at low speeds; the x operation with a locked wheel corresponds to the second stage of operation whereby a medium torque is obtained at medium speeds; and the operation with the other circuit corresponds to the third stage of;a gearing with three circuits whereby high speeds may be obtained with low torques. If a second differential transformer is likewise employed in two steps, there are then obtained in all, four stages of operation.

The uncoupling and locking of the turbine members can be effected either from the place.

torque converter combined with a torque eonverter of the usual construction having a-station- -ary guide wheel and arranged to drive a railroad truck. Figure 3 is a diagrammatic illustration partly in cross-section of a differential torque e usual applied Figure 4 is a diagramconverter and a hydraulic coupling of construction showing how power may to three driven shafts.

matic illustration partly in cross-section of two differential torque converters combined to deliver power to three separate driven shafts. Figure 5 shows diagrammatically the blade arrangement of the differential torque converter.

In Figure 1, A denotes the differential torque converter while B denotes a turbo coupling. The differential converter A has a. pump wheel I0 mounted upon and driven by shaft I3. Hydraulically coupled to pump wheel I0 are two turbo wheels II and I2 mounted to rotate coaxially with pump wheel II). The blading of turbo wheels II and I2 is such that turbo wheel ll rotates in the same direction as pump wheel I0, while turbo wheel I2 rotates in the opposite direct-ion. Turbo wheel I2 is mounted on a sleeve I4 surrounding drive shaft !3. This sleeve I4 carries a gear l5 which may be used to drive any desired apparatus not shown in Figure 1. turbo wheel II is mounted upon a sleeve 9 surrounding shaft I3. The turbo coupling B has a pump wheel I8 which is also mounted upon and driven by shaft I3. The turbo wheel i6 is mounted coaxially with pump wheel I8 and connected to a shaft II. Turbo wheel I6 is also connected with turbo wheel llthrough sleeve 9 so that these two wheels rotate together at all times. The differential converter A and the turbo coupling B are both mounted in a housing I adapted to hold the fluid used in the circuits of converter A and coupling B, Diaphragm 8 serves to divide the housing into two parts so that fluid may be supplied to A or B as desired. The fluid can be introduced into the housing I through channels l9 and 20 from whence it may enter the hydraulic circuits of A and B, respectively, through openings 2I and 22. It would also be possible to intro-' fluid. When running at full speed and under normal conditions, the turbo coupling B is filled with fluid. The operation of the arrangement of Figure 1 under these different conditions is as follows. Fluid is flrst admitted to the fluid circuit of thedifferential converter A through channel I9. Shaft I'3 then drives the pump wheel I0, and the fluid in circuit A causes the turbo wheel II to rotate in the same direction while the turbo wheel I2 rotates in the opposite direction. The torque developed by turbo wheel I2 is transmitted through sleeve I4 to the gear l5, while the torque developed by turbo wheel II is transmitted through sleeve 9 and turbo wheel I6 to shaft I I. Under these-conditions, the pump wheel I8 of coupling B rotates idly since it is driven by shaft I3. It does not do any work nor have any effect on turbo wheel I6 since there is at this time no fluid in circuit B. As'soon as the driven apparatus has come up to' some predetermined speed, fluid is admitted to coupling B through channel 20 and withdrawn from converter. A through channel I9. pump wheel I8, which is driven by shaft I3, becomes hydraulically coupled with turbo wheel l6. A transmission of energy then takes place from shaft l3 through pump wheel l8 to turbo turbo wheel I I.

The'

'ing and accelerating torque.

Under these conditions,

wheel I6 and from there to the shaft I I. The rotation of shaft I3 also drives pump wheel I0 and the rotation of pump wheel I6 serves to drive The rotation of pump wheel I0 and turbo wheel II has no effect, however, since there is no fluid present in circuit A.

In the arrangement of Figure 2,. the differential torque converter A is the same as that shown and described in Figure 1. The torque converter B includes a pump wheel 30 direct connected to driven shaft I3. The turbo wheel 21 corresponds to the turbo wheel I6 of Figure l and is carried Sleeve 3|, which is driven by turbo wheel 21,

carries a gear 32 which is adapted to drive a vehicle axle 36 through the intermediate gears 33, 34 and 35. Gear l5, driven by turbo wheel I2 of the differential converter A, is arranged to drive a second vehicle axle 26 through intermediate gears 23, 24 and 25. The operation of the apparatus shown in Figure 2 is similar to that shown in Figure 1 in that the fluid circuit of converter A may first be fllled to give a high starting or accelerating torque, and the fluid circuit of B may subsequently be filled to give a smaller torque during operation at full speed. When fluid is introduced into the circuit A, the pump wheel I0 driven by shaft I3 is hydraulically coupled to turbo wheels II and I2 and drives turbo wheel II in the same direction and turbo wheel I2 in the opposite direction. Torque is transmitted from turbo wheel ll through turbo wheel 21 which is direct connected thereto, and sleeve 3| to gear' 32. The torque from turbo wheel I2 is transmitted through sleeve I4 to gear I5. Gears 32 and I5 drive axles 36 and 26 respectively. Under these conditions, the differential converter A drives both axles, giving a high start- The fact that torque is applied simultaneously to both axles is also of advantage in that power is applied to all four wheels, thus permitting a greater tractive effort. When the,vehicle comes up to normal speed, the fluid is withdrawn from circuit A and introduced into circuit B. Under these conditions, shaft I3 drives pump wheel 30 which, in turn, drives turbo wheel 21. The torque from turbo wheel 21 is applied to axle 36 through sleeve 3| and the intermediate gearing. Converter A is, under these conditions, idle and consequently no torque is transmitted to axle 26.

In the arrangement of Figure 3, an illustration is given of the application of an arrangement, similar to that shown in Figure 1, to a vehicle having three driven axles. In this arrangement, pump wheel I0 is driven by shaft I3 and, in turn, drives turbo wheels II and I2. Turbo wheel II is connected to sleeve 33 which carries gear 39 and, in turn, drives axle 26 through intermediate gears 23, 24 and 25. Turbo wheel I2 is connected to sleeve H by extension 40 extending around the outside of coupling B. Coupling sleeve 43 is splined on sleeve 4|, so as to be slidable axially of the sleeve. Mounted to rotate on sleeve H is also a gear 44. Gear 44 is arranged to drive axle 36 through the intermediate gears 33, 34 and'36. Gear 44 .carries dogs 54 arranged to cooperate with similar dogs 55 on coupling sleeve 43. On the opposite side of coupling sleeve 43, is an abutment 46 carrying dogs 56 arranged to cooperate with dogs 51 on coupling sleeve 43. It will thus be seen that coupling sleeve" may bemoved to the left or right along sleeve 4i, so as to engage gear 44 and thus drive axle 36' or to engage dogs 56 on abutment 46, thus locking the coupling sleeve and consequently sleeve 4| against rotation. Coupling sleeve 43 may also be left in an intermediate position, wherein it is neither connected to gear 44 nor the abutment; Coupling Bin; cludes a pump wheel 18 and a turbo wheel. l6. Turbo wheel i6 is carried by and drivesjshait-li which, in turn, drives gear 41. Gear- 41 is arranged to drive axle 31 throughintermediate gears 48, 43 and 56. In the operation of the arrangement of Figure 3, it is possible to obtain three different coupling ratios between the driving shaft l3 and the vehicle axles-2'6, 36 and 31. First.-For starting, the 'diiierential, converter A is filled with fluid and the turbo coupling B is left empty. Under these conditions and with coupling sleeve 43 moved to the left, turbo wheel ll operates to drive axle 26 and turbo wheel I! drives axle 36. This gives a hightorque and transmits power to two axles, i. e., four'whee'ls; Second.-When the vehicle. hasreached a predeterminedmedium speed, the coupling sleeve 43 is moved to the right to engage abutment", whereupon turbo wheel I2 is disengaged from axle 36 and locked against rotation. The differential converter A then operates as a normal turbo converter with a stationary guide wheel. 1. e. the turbo wheel II becomes the stationary guide wheel. Under these conditions, axle 26 is driven by turbo wheel ll.

Third-When the vehicle has reached a predetermined high speed, the fluid is withdrawn from the. diiIerential converter A and turbo cou-. pling B is filled. Under these conditions, pump wheel I6 is hydraulically coupled. to turbo wheel l6, which drives axle 31.

In the arrangement of Figure 4, two differential torque converters are combined to drive 8. vehicle having three axles. This arrangement diflers from that of Figure 3 in that the second turbo gearing B" which is substituted for the hydraulic coupling is a second diflerential torque converter similar to converter A. This converter B" comprises a pump wheel 5i, a-turbo wheel 62 rotating in the same direction and a turbo wheel 53' running in the opposite direction. Converter A is arranged the same as the converter A shown and previously described in connectionwith Figure 3. In this case, counter-running turbo wheel I2 of converter A is connected to counter-running turbo wheel 53 of the second differential converter B". Turbo wheel 63 is, in turn, connected to sleeve H which is arranged to be connected to axle 36 or locked against rotation the same as sleeve 4! of Figure 3. Pump wheel 52 of the second differential converter 8" is connected to shaft 46 which is geared to axle 31', the same as in Figure 3.

The mode of operation of the arrangement shown in Figure 4 is similar to that of Figure 3. In starting where a high torque is desired, the differential converter A is filledwith fluid and the converter B" is left empty. The coupling sleeve 43 is moved to the left, thereby connecting turbo wheel I! through gear 44 to axle .34. The differential converter A thus operates to drive axle 26 through turbo wheel, II and axle 36 through turbo wheel l2. When the vehicle has reached a predetermined speed, the coupling turbo wheel I2 is disconnected from side 36 and is locked against rotation. Under these conditions. converter A operates as a normal turbo converter having a stationary guide wheel.- The converter A thus drives only axle 26 through turbo wheel ll. When high speed'isreached, the

fluid is removed from converter A and converter B" is-iilled instead. Depending upon the position of-the coupling sleeve 43, converter B may then either drive the two axles 36 and 31, or axle 3'! "alone, If. it is desired to drive both axles 36 and .ILthe coupling sleeve 43 is moved to the left,

thereby connecting turbowheel 53 to axle 36. In driving axle 3] alone, coupling sleeve 43 is moved to'the right,'thus locking turbo wheel 53 against rotation.

It is also possible to fill both converters A and B' and lock both the counter-running turbo wheel. I 2'1 and the counter-running turbo wheel 53 against rotation. In this case, both of the turbo gears would operate, converter A driving axle 26 through turbo wheel II and converter B" driving axle 31 through turbo wheel 52. It may be seen that it is possible to obtain various combinations'by filling or emptying one or the other of the turbo gears A and B", thus obtaining various drivingpossibilities.

I claim: V 1-. A. hydraulic transmission comprising two turbo-gear units, one' of which has a rotary pump wheel and two turbo wheels coaxially arranged with respect to eachother and with respect to the pump wheel, the blades of said turbo wheels being so arranged that the said turbo wheels rotatein opposite directions with respect to each other, the other of said units comprising a pump wheel and a turbo wheel, and a driving connection between one of the turbo wheels of said first, unit and the said turbo wheel of the second'unit.

2. A hydraulic transmission comprising two turbo-gearunits', one of which has a rotary pump wheel'andtwo turbo wheels coaxially arranged with respect to each other and with respect to the pump wheel, the blades of said turbo wheels being so arranged that the said turbo wheels rotate in opposite directions with respect to each the turbo 'wheels of said first unit and the turbo wheel of said hydraulic coupling.

3. A hydraulic transmission comprising two turbo-gear units, one of which has a rotary pump wheel and two turbo wheels coaxially arranged with respect to each other and with respect to the pump wheel, the blades of said turbo wheels being so arranged that the said turbo wheels rotate in opposite directions with respect to each other, the other or said units being a hydraulic torque :converter consisting of a pump wheel, a stationary guide wheel and a turbo wheel, and a driving. connection between one of the turbo wheels of said first unit and the turbo wheel of said hydraulic torque converter.

4.- A hydraulic. transmission comprising two and a driving connection between one of'the sleeve 43 may be moved to the right, whereby turbo'wheels of one unit and one of the turbo whe e lt of the other unit. l

5. "A hydraulic transmission for driving vehicles comprising two ttn'bo-gear units, one oi. which has a rotary pump wheel and two turbo wheels coaxially arranged with respect to each other and with respect to the pump wheel, the blades of said turbo wheels being so arranged that the said turbo wheels rotate in opposite directions with respect to each other, the other of said units comprising a pump wheel and a turbo wheel, a driving connection between one of the turbo wheels of said first unit, the said turbo wheel of the second unit and one axle of the vehicle and another driving connection between the other turbo wheel of the first unit and another axle of the vehicle.

6. A hydraulic transmission for vehicles comprising two turbo-gear units, each comprising a rotary pump wheel and two turbo wheels, the pump wheel and the turbo wheels being coaxially arranged in each unit, the blades of said turbo wheels being so arranged that one turbo wheel of each unit rotates in one direction while the other turbo wheel in the same unit rotates in the opposite direction, a driving connection between one of the turbo wheels of one unit, one of the turbo wheels of the other unit, and one axle of a vehicle and additional driving connections respectively between each of the other turbo wheels of each unit and one of two other independent axles of said vehicle.

'7. A hydraulic transmission for vehicles comprising two turbo-gear units, each comprising a rotary pump wheel and two turbo wheels, the pump wheel and the turbo wheels being coaxially arranged in each unit, the blades of said turbo wheels being so arrangedthat one turbo wheel of each unit rotates in one direction while the other turbo wheel in the same unit rotates in the opposite direction, a driving connection between one of the turbo wheels: of one unit, one of the turbo wheels of the other unit, and one axle of a vehicle, additional driving connectionsother and with respect to the pump wheel, the blades of said turbo wheels being so arranged that the said turbo wheels rotate in opposite directions with respect to each other, a driving connection between one of said turbo wheels of 1 said first unit and one axle of the vehicle and another driving connection between the other turbo wheel of the first unit and another axle of said vehicle, the other of said turbo units comprising a pump wheel and a turbo wheel, and means for utilizing the torque of the turbo wheel of said second unit for driving one of the axles of said vehicle.

9. A hydraulic transmission for driving vehicles with at least three axles comprising two turbo-gear units, one of which has a rotary pump wheel and two turbo wheels coaxially arranged with respect to each other and with respect to the pump wheel, the blades of said turbo wheels a third driving connection between the said turbo wheel of said second unit and a third axle of the vehicle.

10. A hydraulic transmission for driving vehicles with at least three axles comprising two turbo-gear units, one of which has a rotary pump wheel and two turbo. wheels, coaxially arranged with respect to each other and with respect to the pump wheel, the blades of said turbo wheels I being so arranged that the said turbo wheels rotate in opposite directions with respect to each other, the other of said units comprising a pump Wheel and a turbo wheel, a driving connection between one of the turbo wheels of said first unit and one axle of the vehicle, another driving connection between the other turbo wheel of the first unit and another axle of the vehicle and a third driving connection between the said turbo wheel of the said second unit and a third axle of the vehicle and means for disconnecting one of the turbo wheels of the first unit from its axle and locking the former against rotation.

RUDOLF FICHTNER. 

